Street-locomotive



2 Sheets-Sheet 1.

(No Model.)

E. DEDERICK. STREET LOGOMOTIVE.

Patented June 28, 1892.

2 Sheets-Sheet 2.

(No Model.)

E. DEDBRIGK.Y STREET LocoMoTIVB.

' PatentedJu'ne 28. 1892.

THE News Parana co., maro-umm WASHINGTON, n. c.

` v UNI-TED STATES PATENT OFFICE.

EZRA DEDRICK, OF MILWAUKEE, WISCONSIN.

sTREET-LoCoMo-rlvs.

SPEGIFICATIOEr forming part of Letters Patent No. 477,889, dated J une 28, 1892.

Application iiled August 31,

To all whom t may concern.:

Be it known that I, EZRA DEDERICK, of Milwaukee, in the county of Milwaukee and State -of Wisconsin, have inventednew and useful Improvements in Running-Gear of Locomotives or Motors, of which Vthe following is a description, reference being had to the ac` companying drawings, which are apart of this specification.

My invention relates to improvements in the running-gear of a locomotive ormotor of the class especially adapted for use on streetrailways.

` The invention consists of mechanism for connecting the axles of the locomotive or mo'- tor operatively to the power-supplying mechanism, parts of which' novel mechanism are also adapted to `applying the brakes to the wheels of the locomotive or motor.

In the drawings, Figure 1 is a plan view of my improved mechanism, shown in connection with the door of theloco1notive,a portion of whichis broken away, and an axle connected to the improved mechanism. Fig. 2 is a longitudinal section of the locomotive on line 2 2 of Fig. 1, a portion of the walls and top of the motor-car being broken away for convenience of illustration. Fig. 3 is a view online 3 3 of Fig. 1, and shows so much of my improved mechanism as is at the right of the line. Fig. 4 is a section on line 4 4 of Fig. 5 of a portion of my improved mechanism that is located about centrally of the mechanism shown in Fig. 3. Fig. 5 is a view of that part of the mechanism shown in Fig. 4 at the right of .line 5 5 thereon. Fig. 6 is a View, taken on line 6 6 of Fig. 1, of a part of the mechanism adapted for use for rotating the axle of the locomotive with a leverage and powerV greater than that ordinarily used. Fig. 7 is a section of the mechanism shown in Fig. G at right angles thereto.

The locomotive frame or car A is of suitable form for supporting the power generating or supplying mechanism, and the form shown in the drawings is adapted `for use with a steam-engine'as a means for supplying the powerrequired for actuating the locomotive.

There is a boiler B and an engine C, connected with the boiler by the steam-pipe D. These parts-the boiler, the steampipe, and the engine--may be of any desired form or 1891. Serial No. 404.190. (No model.)

G and G', provided with the thereto-rigid` Wheels H, are journaled Von the 'car-frame and support and carry the car.

My improved mechanism is arranged in connectiouwith the shaft F and the axles of the car, and is chiefly adapted to communicating motion from the shaft to the axles. There are two collars 1G and 10', loose on the shaft F, each of which has a pinion and a disk, indicated as 11, and 11 and 12 and 12', respectively. These collars revolve freely on the shaft, but have no endwise movement thereon. The pinions 11 and-11 mesh with the cog-wheels 13 and 13', respectively, ixed on the cranked shafts 14 and 14', which shafts are journaled in brackets 15, secured to the frame of the car. A collar 16, spl'ined on the shaft F between the collars 10 and 10', is pro.

vided at its ends with disks 17 and 17', adapted to be put into frictional engagement with either of the collars 10 or 10', as desired, by shifting the collar 16 endwise on the shaft. For shifting the collar 16 along the shaft a shiftinglever 18 is provided. The lower end of'this lever is fulcrumed in a plate 19, rigid on the brackets 2O,r fixed on the car-frame. The leveris fulcrumed in this plate 19 by being passed through a slot 21 in the plate, in which slot the lever has no movement in the direction of the axis of the shaft F except only a vslight oscillating play. The lever is supported by a pin 22, xed into and projecting from it on both sides," which pin rests on the plate 19. The lever 18 is constructed medi-ally in the forni of a yoke loose about the collar 16, which yoke consists of two legs 23 23, extending from above the shaft in a semicircle about it to below the shaft. These legs are at adistance apart and are adapted to straddle andb'ear against the annular flanges 24 24, rigid on the collar. 16. Also, the yoke has ua single leg 25, extending in a semicircle from above the shaft to a junction with thel two legs below theshaft, which single leg passes around the shaft in the opposite direction to the two legs 23 23 and is adapted to enter a channel there- IOC for about the collar 16- between the annular iianges`24. By shifting this lever 18 to the right or left and at the same time holding the legs 23 23 up to the collar'16, so that they will engage the flanges 24, the collar 16 is shifted into engagement with the disk 12 or 12', ac-

cording to the direction the collar is shifted.

The frictional contact of the disk 17 or 17 with the disk 12 or 12 is adapted to provide for a certain amount of lost motion by the slipping of the parts when the locomotive is started and while it is getting under motion, 2

whereby any undue shock liable to occur by connecting the stationary mechanism with the moving mechanism is obviated. f

To enable me to lock the collar 10 or 10 t the collar 16 when there is no longer anyneed for lost motionbetween them, I provide keys f 26 26', sliding longitudinallyin the collar 16,

and adapted, when forced outwardly there-g from, to enter one of the sockets 27 or 27 provided therefor .in disks 12 and 12', respectf ively. with radially-projecting heads 28 28', which These keys 26 26' are each provided i heads .abut against each other when the keys are withdrawn from the disks l0 and 10', the y flanges 24 being provided with slots for the :i passage of theheadsof the keys therethrough. f

'lhese radially-projecting head-s 28 28' arev beveled from their outer ends in both direcl tions longitudinally, the extent of the bevel i longitudinal-ly of the key being in both di'rections substantially equal to the thickness of atlange 24 and rone-half the width of the channel between the flanges 24.

It will be noticed that the diameter of the yoke in the lever 18 is considerably greater@ than the diameter of the collar 16, and also Q that the slot 21 'in the plate 19 is elongated at righ-t angles to theshaft F, so that the lever has considerable movement in that direction `f therein.

It will be seen that by means of,

with.

there is sufficient play of the collar 16 endwise between the disk-s 12 and 12' to permit the key I 28 or 28 to project therefrom and be free from the Aadjacent flange at that end of the collar 16 which is not in close contaetl By throwing the il with the flange 12 or 12'.

lever 18 in the other direction at right angles to the shaft F, so as to bring the legs 23 23' i, close to the body of the collar 16 while it revolves, these legs will be brought into icontact with the outer bevels of theheads 2828', whereby the keys Will be forced' inwardly I3 longitudinally toward each other and out of y: engagement with either of the disks 12 or 12. I

A brake-rod 29 is connected to the lever 18 below the shaft F and advisably below the plate 19, which rod is intended and is adapted r lcranked shaft 14.

to be connected at its other extremity to brakeshoes(not shown) adapted to bear against and brake the wheels of the car. This rod 29 runs from the lever 18 at the opposite side to the legs 23, so that the brake is actuated by the strain of the lever 18 on the brake-rod 29 lar 16 as a fulerum, which legs at the same time are acting to hold the keys 26 26' out of engagement with either of the adjoining collars 10 or 10.

Con-nectingrods 30 30' serve to connect the two cranks on the shaft 14 respectively with cranks on the axles G and G. By this construction the motion of the shaft Fis, through the shaft 14, communicated direetlywith the 4axles G and VG' .and to the Wheels H thereon.

The construction just described, connect* when the legs 23 are bearing against the coling the driving-'shaft F with the axles -G 1G by the rods 30 30', is the mechanism commonly and generally used for running .the locomotive; but for starting the locomotive vor for ruiming it with more energy when hauling an unusual load other devices vmounted on the axle G and connected to the driving-shaft through the rods 31 31' are provided. This starting mechanism, mounted on the axle G,

consists, essentially, of the levers (constructed Y in the form of cases) 32 32', mounted loose on the axle Gand provided with devices whereby they engage the axle for rotating it in 'one f direction, the direction of rotation being capable of being reversed, as desired.

i These lever-cases are dupllcate 1n form and construction and are respectively connected .by :the rods 31 31' to the lwrists of the double- These lever-eases 32 32, each inclose two ratchet-wheels 33 33', inte- ;gral with each other and rigid to the axle G, v'the teeth of which Wheels facer-espectivel y, in

reverse directions.

Gravity clicks o-r pawls 34 34', movablefend- Iwise in grooves or ways therefor in the case, are adapted to engage the .wheels 33 33, respectively, in one direction rotatably and lock fthe lever in that direction to the axle, whereby by the forcible oscillation of the lever the axle will be revolved in that direction, asonly one of these gravity-pawls is to be inzengage- It will be =not1ced by reference 'to 4 that J ment with a ratchet-wheel at the .same time.

1I' provide a hand-lever35,pivoted in the case Y arms 36 36' project are of sufficient ylength 'to perm-1t the pawls to rise suiicientlytoslip over the teeth of the wheel in one direction, when the pawls one .at a time are held yieldingly 1n engagement therewith bysprings 37 3 7', interposed between the arms of lthe le- Ver-handle and the pawls respectively.

IOC

IIO

Two notches 38 3S are provided in the case, into which the lever-handle 35 enters-and is locked in position with reference to the case, the lever-handle A being sufciently elastic t permit of its being sprung out of the notches for shifting it from one to the other. lower portions of these cases 32 32 are liquidi tight, and form receptacles 40 for holding a lubricant. The receptacle is supplied with its lubricant through the aperture closed by the screw-threaded plug or stopper 39.

It will be understood that for ordinary and rapid movement of the locomotive the axles are connected operatively to the driving-shaft only through the connecting-rods 30` and 30'; but when starting a locomotive or moving on an 11p-grade, where greater'traction-power is required, the driving-shaft is coupled to the cranked shaft 14', and thence through the rods 3l 3l' is connected operatively to the axle through the levers 32 32', which are radially longer on Lthe axle than the crank-arms of the axles to which the rods 30 30' are connected. In this manner a greater force is exerted revolubly on .the axles and a greater tractionpower obtained. the shaft 14 project radially in opposite directions, and thereby alternate action amounting to a substantially-continuous force is exerted on the axle revolubly. By shifting the lever-handle `35 on both the cases 32 32 thev direction of the rotation of theaxle is reversed.

What I claim as new, and desire to secure by Letters Patent, is

l. In a locomotive or motor, a driving-shaft and collar having gear loose on the shaft, a

double-cranked shaft geared to the collar,

rods connecting the cranks of the shaft tothe wrists of cranked axles, one in front land the other in the rear of the shaft, and means for clutching the collar to the shaft revolubly, combined substantially as described.

2. In a locomotive or motor, adrivingshaft, a collar having gear loose Von but arranged to be clutched to the shaft, acranked shaft geared to the collar, and a rod connecting the crank on the cranked shaft to aradial lever looseonV The described. The two'cranks of I presence of two witnesses.

a revoluble shaft,pawls movable -in -the case and adapted to engage the ratchet-wheels revolubly, respectively, in opposite directions, a lever-handle pivoted in the case, arms thereto entering vslots therefor in the pawls and adaptedby the shifting of the handle to raise one or'the other of the'pawls out of engagement with its ratchet-wheel, and springs linterposed between the arms and pawls to hold the pawl yieldingly toward and separately in engagement with its ratchet-wheel, substantially as described.

4. In running-gear for a locomotive or mo tor, the combination, with a driving-shaft and a collar' splined thereon, adapted to be shifted endwise into engagement With gears on the shaft, of keys having beveled heads movable endwise in the collar and a collar-shiftinglever having a yoke, one leg on 'one' side of which is arranged to be held up to the revolving collar and as the collar revolves to bear against the beveled heads 'ofthe keys and force'them outwardly into 'engagement with the gears on the' shaft, substantiallyas 5. In running-gear for ak locomotive or 4motor, the combination, with a driving-shaft and a collar splined thereon, adapted to be shifted endwise into engagement with gears on'the'` t -shaft, of keys having beveled heads'movable endwise in'the splined collar and a collarshifting lever having a yokeV provided with two legs on one side of the lever, which are arranged to beheld up tothe revolving collar and as the collar revolves 'to bear against the beveled heads of the keys and force them inwardly out of 'engagement with the gearson .the shaft, substantially as described.

6. In running=`gear for a locomotive or motor, the combination, with adriving-shaft and a collar splined thereon, yof a` lever adapted to shift the collar into and vout'of engagement `with the locomotive-moving mechanism and. a brake-rod connecting one extremityV of the lever to brake mechanism, whereby the shifting-lever is adapted to shift the collar-out of engagement with the driving mechanism and at the same moment to set the brake,

Vsubstantially as described.

In testimony whereof I aflix my signature in EZRA DEDERICK. y

Witnesses: y

(1T. BENnmo'r, vJEAN STANTON. 

